
y;;Vi;.. 



The American Institute of 
Consulting Engineers, Inc. 



ENGINEERING PAST AND 
FUTURE 

AN ADDRESS BY 

COLONEL GEO. D. SNYDER 



AT ANNUAL MEETING 
JANUARY 17, 1921 



The American Institute of 
Consulting Engineers, Inc. 



ENGINEERING PAST AND 
FUTURE 

AN ADDRESS BY Ji^ 

COLONEL GEO:% SNYDER 



AT ANNUAL MEETING 
JANUARY 17. 1921 



TAi<f 
.6c 



Engineering Past and Future 



''The power to read the future is not given to man, but by 
a study of the past he can at least more or less intelligently 
plan for the near future. The engineer who builds structures 
with a life of many decades, or perhaps centuries, must con- 
sider the future if he is to plan wisely. 

Originally engineering was largely obstructive and destruc- 
tive, but the modern engineer is more engaged in removing, 
surmounting and piercing obstacles and barriers to commerce 
and communication than in creating them. From Hadrian to 
Hindenburg the attitude towards such things has changed, and 
to-day it would be more difficult to finance the construction of 
a Chinese wall than to build it. 

"For five years the engineer perforce reverted to his primor- 
dial practices, but he is now engaged in making good the dam- 
age done, and will soon resume his work as a pioneer in the 
march of progress. 

"During this temporary inactivity it is perhaps well to take 
stock of what the engineer has accomplished in the past and 
consider what the world will expect of him in the future. 

"It is surprising when one considers it how much the work 
of the engineer has had to do with the creation of means of 
transportation and communication and these facilities have 
made the concentration of population in large numbers in cities 
possible and this has in turn made necessary the removal of 
waste products so that these dwellers would not perish in their 
own filth, all problems for the engineer. 

"The early engineer built roads, aqueducts, sewers, canals, 
and with the invention of the steam engine and its application 
to land and water transportation, railways, bridges, tunnels, 
harbors, ship canals, and improved rivers for inland naviga- 
tion, together with numerous works to supply man's needs, and 

1 



to make life possible in areas where men could not live without 
engineering structures to make the land habitable. 

"The practice of engineering has been constantly changing 
and developing in the past and will continue to do so in the 
future, and in studying the past as a guide to the future it is 
necessary to obtain more or less authoritative data on which 
to base conclusions. After searching the available literature, 
it was considered that the scope of the papers presented at 
various International Engineering Congresses was representa- 
tive of engineering thought at the various dates, so that the 
following have been used — That at Chicago in 1893, at St. 
Louis in 1904 and at San Francisco in 1915. To the above 
have been added 'Achievements in Engineering,' by L. F^. 
Vernon-Harcourt, first published in 1891, as more representa- 
tive of certain phases of engineering in foreign lands than the 
above Congresses, and as indicating the aspect of our own 
accomplishments through other eyes, the work treating more 
of record-breaking achievements than of the average or normal 
practice covered by the Engineering Congresses. It may not 
be significant but is worthy of remark that the Teutonic na- 
tions were largely represented in the Congress of 1893 but 
did not appear in 1904 and, owing to the War, could not take 
part in 1915. 

''It should be noted that these Congresses have occurred at 
intervals of eleven years and that the next wall be due in 1926. 
The City of Philadelphia is now considering the advisability 
of celebrating the Sesquicentennial of our National Inde- 
pendence at that time, which would be a fitting occasion for the 
next Engineering Congress. 

''The above may be called mile stones on the path of our 
engineering progress or range points from which to project 
a path into the future. 

"The subjects considered have been classified and are indi- 
cated in the accompanying table. This table speaks for itself 
and a study of it reveals some curious omissions and some 
overemphasis of certain phases of the art, but this is largely 
due to the fact that the submission of papers was voluntary 

2 



and the men competent to describe certain works or branches 
of engineering were too busy to do so, or the subject had been 
dealt with previously, or could be covered better at a later date. 

"Aside from the above, the papers presented may be con- 
sidered as representative of engineering practice at the time, 
and reference will be made to certain omissions and to bring- 
ing the engineering progress down to the present year. 

'It is not proposed to describe these papers in detail but only 
to refer to their general scope and to make certain comments 
on the general trend and development. 

''City Transit: 

''In no field of engineering has greater progress been made 
in the past thirty years than in that of City Transit, and in 
none is there need for still greater facilities. In 1891 when 
Vernon-Harcourt's book was first published, London had its 
Metropolitan Underground Railway, Berlin had a Metropoli- 
tan Railway crossing the City east and west on a viaduct, and 
New York had its elevated railways, all steam operated. Paris 
had an underground line under consideration. 

"Looking back into the light of our present knowledge of 
the tremendous influence of electric traction on city trans- 
portation, it seems strange that no reference was made to the 
City and South London Railway opened and operated elec- 
trically in 1890, or to the Buda-Pest subway then approaching 
completion and operated electrically in 1893. 

"Since 1915 but little has been done in the countries that 
participated in the War. In America, New York is complet- 
ing its authorized lines ; Boston has completed the Dorchester 
Tunnel extension of its subway system and Philadelphia has 
made some progress. Chicago has not yet started its proposed 
underground system and Cincinnati and Cleveland have pro- 
jects under consideration. 

"In the countries not participating in the War, Madrid has 
a system just opened, and the Buenos Aires Western Railway 
has constructed an underground freight line to the port lines 
and a passenger line from its terminal station to a joint under- 
ground interchange station. 

3 



"The 1920 census of the United States indicates that al- 
though the war has materially checked the growth of popula- 
tion in this country as a whole, the movement of population to 
the cities has continued and the need for additional city trans- 
portation will continue. 

''The problem in the immediate future is financial, rather 
than technical, due to the increasing cost of construction and 
uncertainty as to sufficient revenue to be obtained from the 
prevailing fares to permit profitable operation or to allow of 
financing any new projects. 

"In the United States the earlier lines were built and 
equipped by private companies, the later ones were built and 
owned by the municipalities and equipped by the corporation 
obtaining the franchise for operation. In Great Britain the 
transit lines were built and operated by private corporations, 
while in Paris the structures are built and owned by the mu- 
nicipality and equipped by the operating company. 

"Looking into the future it would seem that the manifest 
tendency for the life of the city to be segregated into financial, 
commercial, manufacturing, shipping, amusement and resi- 
dential areas will continue and with the tendency for shorter 
hours of labor, better housing and improved and more rapid 
transportation, an increasing proportion of the inhabitants will 
reside in the suburbs in garden communities. 

"This is an element in the broader aspects of city planning 
and will be referred to again under municipal engineering. 

''Railways: 

"During this period a tremendous development in railroad 
construction took place not only in this country but in Canada, 
Spain, Africa, and South America. 

"The chief fact to be gleaned in studying the progress in the 
past thirty years is the change in the viewpoint. In 1891 the 
obstacles in the path of railway progress were the distant Alps, 
Andes and Rockies, while to-day our mountains are nearer 
home and we have such obstacles as inadequate harbor and city 
terminals, insufficient tracks, yards and shops to enable the roll- 
ing equipment to be more constantly and efficiently used. 

4 



''As the aggregate length of railways of the world increases 
each new line constructed becomes a relatively smaller part of 
the whole than in the past and the percentage of engineers 
engaged on the location and construction of new lines becomes 
small compared with the numbers engaged in the operation, 
maintenance and improvement of existing lines. 

"In the older countries few new lines will be built but the 
tendency will be to improve the gradients on through routes 
of existing mountain railways by tunnels and developing dis- 
tance, and to an increase in the use of electrical power on 
gradients and elsewhere where there is a heavy concentration 
of traffic to provide additional tracks and terminal facilities. 

"Developments in the art of telegraphy, telephony, radio- 
telegraph and the use of the aeroplane in the transportation of 
mail has reduced the relative importance of the railway in the 
transmission of information, and it is not likely that any essen- 
tially mail routes will be constructed in the future. 

"The tendency also is to relieve the railway of the burden 
of transporting substances that can be otherwise conveyed, 
such as water in aqueducts and pipes, oil in pipe lines, and 
power in electric cables, rather than in the form of fuel. Pipe 
lines have long been used from the oil fields in the coast and 
centres of consumption, and one is now under construction 
from the coast to Paris. 

"Natural gas in the United States has long been conveyed 
for great distances in pipes from the production fields to the 
points of consumption and there is no reason why this cannot 
be done with artificial gas as well. In the event of the failure 
of the natural product it may prove an economy to generate 
the gas at the coal fields and pipe it to the centres of con- 
sumption. 

"Railway development in the past has largely been along 
the lines of parallels of latitude, but much of the future de- 
velopment is likely to be North and South to make available 
the development of resources of the southern hemisphere. 

"However dark the immediate outlook may be, the indi- 
''ations are that in the near future there will be a tremendous 

5 



amount of railway work, not so much in new lines as in the 
improvement and development of existing routes and in the 
providing of additional equipment and facilities, including the 
increasing use of electric power and in increasing capacity and 
safety of existing tracks by greater use of automatic signals. 

"The increase in train loads is continuing but it would seem 
that we are approaching the maximum possible within our 
established clearance limits and our present methods of road- 
bed and track construction. 

''In this connection it should be noted that in 1902 new rail- 
way construction in this country reached its maximum, with 
a length of 6,000 miles, which has more or less gradually been 
reduced to 686 miles in 1919, which is practically equal to the 
length of line abandoned in that year, while in 1920 only 314 
miles of new line were constructed. 

''While short lines of railway have been abandoned from 
time to time it is only from 1917 on that this has reached large 
proportions in the United States as follows: 1917, 1,338 
miles; 1918, 1,283 miles and 1919, 648 miles. This may have 
been influenced by war conditions and consequent high prices 
but it would seem that highway development and motor trans- 
port has had much to do with it. It is not improbable that 
in the development of future transportation facilities of a 
given area that the railway and motor transport will be inter- 
dependent elements in a joint system, the longer through 
routes being by railway and the motor vehicles taking the place 
of a large portion of the network of branch feeders. 

"The problem of diverse gauges in South America, Aus- 
tralia and in many countries as development progresses and 
the present more or less isolated systems are connected will 
have to be met and an engineering solution found. 
'^Subaqueous Tunnels: 

"Excepting incidentally in connection with city transporta- 
tion none of the Engineering Congresses adequately discuss 
subaqueous tunnels. 

"Vernon-Harcourt devotes considerable space to this subject 
and describes the Mersey, Severn and Sarnia railway tunnels 
at that time completed and in operation with steam loco- 

6 



motives ; the Thames subway, a foot passage ; the Hudson & 
Detroit projects then partly constructed and abandoned, and 
the project for the Channel Tunnel between England and 
France. 

"The development of electric traction has had a marked in- 
fluence on this branch of engineering, since they were first 
worked the Mersey and Sarnia tunnels have been equipped for 
electric propulsion and all the newer trunk line tunnels have 
been so operated from the start. 

''In addition to railway tunnels various subaqueous tunnels 
for conveying gas and water pipes have been built, including 
two tunnels for gas pipes under the East River at New York, 
the Catskill Aqueduct crossing of the Hudson River, as well 
as various water intake tunnels of the cities of the Great Lakes, 
and other similar works in various parts of the World. 

''In the light of our present knowledge of the development 
of highways due to the automobile and motor truck, it is 
strange no reference is made to Highway Tunnels in our table. 
The first subaqueous tunnel built — Brunei's Thames Tunnel 
completed in 1843 — was constructed as a highway tunnel al- 
though never used as such. Two subaqueous tunnels with the 
largest diameter ever constructed at that time, the Blackwell 
Tunnel, 27' 0" diameter and the Rotherhithe Tunnel, 30' 0" 
diameter, are highway tunnels. Three such tunnels have been 
constructed under the Chicago River, one under the Clyde at 
Glasgow and one under the Elbe at Hamburg, and construc- 
tion has started on a larger project than any, the highway tun- 
nel to cross the Hudson River between New York and New 
Jersey. 

"Considering the continued growth of maritime cities and 
the interference of low level bridges with water-borne com- 
merce, the outlook for underwater tunnels is good. 
"Bridges: 

"Two chapters of Vernon-Harcourt's work are devoted to 
bridges, one to the general principles of design and the other 
to a description of typical examples, those selected giving the 
type and maximum span and clear height from water surface, 
being as follows : 

7 



Maximum Clear height 
Span above water 

Forth, Cantilever, 1,700 ft. 150 ft. 

Brooklyn, Suspension, 1,595 .5 ft. 135 ft. 

St. Louis, Steel Arch, 520 ft. 

Garabit, Steel Arch, 541 ft. 401 ft. 

Hoogly, Cantilever-Truss, . 520 ft. 

Hawkesbury, , . . Truss, 416 ft. 40 ft. 

Tower, Bascule, 200 ft. 139>4 ft. 

"These examples were the longest spans of their respective 
classes at that time but have since been exceeded as follows : 

''The Forth, a cantilever of 1,700 feet span by the Quebec 
of 1,800 feet. 

''The Brooklyn, a suspension of 1,595.5 feet span by the 
Williamsburg of 1,600 feet. 

"The Garabit, a steel arch, of 541 feet span by the Hell Gate 
of 977.5 feet, and 

"The Hawkesbury, a truss, of 416 feet span, by the Munici- 
pal Bridge at St. Louis, with a span of 677 feet. 

"A study of the development in bridge engineering in the 
past thirty years shows some startling changes, not so much in 
the record spans of various types, which have been only 
slightly exceeded, as in the ordinary practice. In 1891 timber 
was still used and excepting for a few pile and trestle struc- 
tures it has disappeared. Steel has been substituted for iron, 
concrete for cut stone in piers and arches, and solid ballasted 
floors for the open floors for railway bridges. 

"The big change, however, has been in the increase in rail- 
way train loading and this increase has compelled the renewal 
of most older bridges rather than any deterioration due to 
time. 

"In a similar way the development of the automobile and 
motor truck and consequent greater loads and impact due to 
higher speed will necessitate the reconstruction of many high- 
way bridges. 

"The most marked change in this field however in this period 
is that at the beginning of it each engineer made his own speci- 
fications while now this tendency is towards uniformity by the 

8 



use of standard specifications started by some pioneers such 
as Theodore Cooper and continued by various technical so- 
cieties. 

''The future of bridge engineering is good, first in the 
strengthening, widening and renewal of existing structures; 
second, as part of the tremendous development and reconstruc- 
tion of highways; and third, by the bridges necessary for the 
roads and railways constructed in developing new territory. 

''While bridge structures of great magnitude will be re- 
quired from time to time as in the past they will form but a 
small percentage of total work to be done. 

''Submarine Mining and Blasting: 

"Much space in the engineering literature of the past thirty 
years has been devoted to this subject. 

"Some recent work in the United States has been done by 
enclosing the area to be excavated by a coffer dam, unwater- 
ing and then drilling, blasting and removing as on the land. 

"Much work of this class will be required in connection with 
river and harbor work in the future. 

''Ports and Waterways: 

"This subject was well covered at the various congresses and 
also by Vernon-Harcourt, as it was one of his specialties. 

"Increase in ocean commerce, changes in world's routes and 
the check in normal development due to the war, necessitate 
a tremendous amount of port improvement in the near future. 
The problem in great ports is so broad that the general lines 
should be determined jointly by engineers experienced in har- 
bors, railway, city planning and inland and coastwise naviga- 
tion. 

"In marine transportation as in railroading, where the engi- 
neers have been struggling to keep pace with the increasing 
train loads, the harbor engineer has to provide for the increas- 
ing draft of vessels. An economic draft of 60 feet is now 
talked of as possible in the not distant future. This would 
necessitate a tremendous development in dock, lock, ship canals 
and dry-docks. With such plans for the future it would seem 



that there was much work in prospect in this branch of engi- 
neering. 

"Various more or less important works are not included in 
this tabulation, including the Kaiser Wilhelm Canal, the New 
York State's barge canal, and the Cape Cod Canal. 

"This work is subject to legislative authorization and appro- 
priation and the future cannot be foretold, but there is a 
demand for improved waterways, not only in this country but 
in foreign lands. The need for better facilities for ocean 
going ships between the sea board and the Great Lakes is being 
felt. 

"Reference should be made to the canal tunnel recently com- 
pleted near Marseilles which has a clear internal span of 72 
feet, with a length of over four miles. 

"Attention should also be directed to the fact that in the 
United States with the exception of on the Great Lakes, not- 
withstanding the huge sums spent on improvement to the inland 
waterways, that traffic has steadily fallen of¥. In South Amer- 
ica and to some extent in Africa the railways are supple- 
mentary to the rivers and are used to overcome the obstacles 
due to rapids, falls and the like. Whether or not the history of 
the United States in this respect will be repeated in these coun- 
tries, that the waterways will be unable to compete with the 
railways when a complete system is constructed, is a problem 
to be considered. 

''Water Supply: 

"The trend of population to cities and the increasing atten- 
tion given to safeguarding the public health has led to a large 
amount of work in the domain of water supply engineering, 
as indicated in this table and much more work will be neces- 
sary in the future. 

"Light Houses: 

"The last chapter of 'Achievements in Engineering' de- 
scribes the Eddystone Light House and the Eiffel Tower. No 
related subjects were covered in the Congress of 1893, but the 
Congress of 1904 discussed the light houses of France, coast 

10 



lighting in Great Britain and in the United States. Light 
houses were not discussed at the Congress of 1915 excepting 
in connection with aids to navigation for the Panama Canal. 
No monumental structure has been built since 1891 exceeding 
the height of the Eiffel Tower (984 feet) but various utili- 
tarian office buildings approaching it in height have been con- 
structed as follows : 

Woolworth Building, 55 stories 760 feet high 

Metropolitan Life, 48 " 658 " 

Singer Building, 41 " 612 " 

Equitable Building, 36 *' 542 " 

City Hall, Philadelphia 537 " " 

"Building and zoning restrictions are likely to limit the con- 
struction of such structures in the future. In addition to the 
architectural features of such a building, the technical struc- 
tural design, the elevators and other mechanical features form 
an engineering problem of great magnitude. 

''Irrigatio7t: 

"Irrigation was not discussed by Vernon-Harcourt or by the 
Congress of 1893, but was discussed at subsequent Congresses. 

"Much of the early irrigation in the United States was done 
by individuals or corporations but most of the recent big work 
is being done by the United States Reclamation Service. The 
indications are that there is a great need for the irrigation 
engineer in many districts both in this country and abroad. 

"The converse of irrigation is prevention of floods, re- 
clamation of submerged lands by embankments and drainage. 
Much of this has been along our great rivers and more is likely 
to be undertaken. No great projects of winning land from the 
sea, such as the great works in Holland, have been undertaken 
in this country, but as population becomes more dense and land 
more valuable the demand for engineers to solve such prob- 
lems will occur. 

"Various projects for drainage and flood protection have 
been proposed or undertaken, the largest of which is the 
Miami Conservancy now under construction. 

11 



''Municipal Engineering : 

''The only branch of Municipal Engineering discussed in 
'Achievements of Engineering' was water supply, but the vari- 
ous Engineering Congresses have discussed the different phases 
of this subject with more or less thoroughness. 

"It is strange that none of these Congresses refer to the 
Chicago Drainage Canal, which was one of the biggest munici- 
pal works ever undertaken. 

"The outlook for the future is good on account of the con- 
tinued drift of population to the cities, the postponement of 
work during the War Period and the great amount of munici- 
pal work incidental to the relief of the housing situation. 

''Materials of Construction: 

"One of the marked developments during the period cov- 
ered by this review of engineering progress is the increased 
knowledge available to the engineer as to the properties of 
materials of construction, some developed by various depart- 
ments of the United States Government and some by the 
American Society for Testing Materials. 

"Mechanical^ Electrical, Mining, Metallurgical: 

"Although a few papers were presented in 1893 and 1904, 
the Congress of 1915 was the first to adequately discuss Me- 
chanical, Electrical, Mining and Metallurgical Engineering. 
Inventions in these branches of the profession not only create 
a large amount of the work for the engineer but provide the 
means and materials for its execution so that the interrelation 
of the various branches of engineering becomes manifest. 

"Chemical engineering was only covered incidentally in con- 
nection with other branches and attention should be directed 
to this field of endeavor for the engineer, the chemist and 
physicist and co-operation in the solution of many difficult 
problems of great benefit to mankind. 

"Military, Naval and Marine Engineering: 

"Military engineering was covered in 1893 and 1904 but 
was not discussed in 1915. The developments and changes 
due to the war have practically wiped out the old art of mili- 

12 



tary engineering as practically all branches of engineering 
were found to have a military function. What is needed in 
the future is for the Army technician to have a broad knowl- 
edge of the art of war and its problems, and an intimate knowl- 
edge of the development and resources of the engineering 
world so that he can commandeer the personnel and material 
needed to solve his war problems. 

''The civilian engineer also needs a broad knowledge of 
military art, and a close knowledge of the application of his 
branch of the art to its military uses, and should cultivate 
intimate relations with the Army engineer so that they can 
think and talk in a common language and work together for 
a common end. 

''The war demonstrated that the engineer by his training 
and adaptability was a useful element in the war machine. 
The assembling, supply and direction of the men and machin- 
ery and supply of material at some more or less inaccessible 
point for the execution of some great engineering project is 
more like some war problem than .the work of any other pro- 
fession, as is the disbanding and dispersal on the completion 
of the work similar to transition from a war to a peace status. 

"As a gainful occupation it cannot be said to have a bright 
future but as a means of making the world safe for the engi- 
neer to develop its resources for man's use and convenience 
it is necessary and should not be allowed to fall into desuetude. 

"The Congress of 1915 devoted much time to Marine Engi- 
neering and covered not only war and merchant vessels, but 
dry docks and cargo handling as well. 

"As stated under harbor engineering this should have a 
bright future both at home and abroad. 
''Conclusions: 

"Having thus made a survey of engineering for the past 
thirty years, one cannot fail to observe certain remarkable 
changes and developments : 

"1st — The achievements in engineering at present are not 
so much monumental structures of unprecedented magnitude, 
as were those of thirty years ago, as in a vast improvement in 

13 



the average efficiency and uniformity of practice and in the 
improved resources at the engineer's command. 

''2nd — That the development of the resources of the world 
by improved means of transportation is still the main task of 
the engineer, not so much in providing new routes as in im- 
proving and developing the old ones.- 

"3rd — That the continued concentration of people in cities 
is likely to give municipal engineering in all its branches a very 
active future; city planning, supplying water, fuel and light, 
removing sewage, refuse and garbage and furnishing internal 
transit, furnish problems requiring the best technical skill in 
their solution. 

"4th — The development of motor transit is leading to a 
great improvement in highways and will require the services 
of engineers for many years to come not only in the construc- 
tion of roads but in highway bridges and tunnels as well. 
Congestion of this traffic may require the separation of heavy 
motor truck, light passenger cars and pedestrians at crowded 
points in the interest of safety and increased capacity. 

"5th — The oil industry is likely to require the services of 
engineers in the production, transportation, refining and dis- 
tribution. New fields will be discovered and if the natural 
supplies fail to equal the demand, the compactness and con- 
venience of power in this form is so great that an artificial 
supply in a gaseous or liquid form will doubtless be furnished. 

"6th — The increasing price and scarcity of fuel is leading to 
a renewed study of the development and transmission of 
hydro-electric power. 

"7th — The greater magnitude of manufacturing plants is 
creating a demand for technical men who specialize in their 
arrangement, design and construction instead of adding this 
to the duties of one of the permanent staff of the concern 
already burdened with operation or administration, and this 
field is likely to develop further in the future. ♦ 

"A study of the development of engineering leads one to 
the conclusion that engineers have lacked vision. Even the 
creators of epoch-making inventions seemed to have had little 
conception of the far-reaching importance of their creations. 

U 



None perceived the influence of the invention of the steam 
engine. Not only has it reduced man's hours of labor but it 
has released labor from supplying man's imperative daily need 
for use in creating the engineering structures that have made 
modern civilization. Not only in its application to manufac- 
turing has it added to man's comfort but by its application to 
land and water transportation, it has created the art of engi- 
neering. 

''In electricity also none foresaw its use in lighting, in trans- 
portation, in the transmission of power from natural sources, 
and none foresaw what the internal combustion engine was to 
lead to in transportation, in the air, and on the highways. 

"One favorable development is the increasing influence of 
engineers in public affairs. It was reaHzed during the war 
that in most activities the advice and assistance of the tech- 
nical man was needed, and his advice and assistance is being- 
called for in peace time activities as well. 

"As to the prospects for work for the engineer in the near 
future, the indications are that it will be taken up approxi- 
mately in the following order : 

"1st — The absolutely necessary repairs, renewals, equip- 
ment and facilities postponed by the war and now necessary to 
handle the daily business of railways, public utilities and the 
like, including housing for the shifting population. 

"2nd — The National, State and Municipal activities that do 
not need to show immediate financial return. 

"3rd — Commercial and industrial activities that get a 
quicker return on their investment, and that can afford to pay 
the high cost of capital and construction. 

"4th — Ordinary corporation activities that must be financed 
on the basis of earning the interest on the investment at an 
early date. 

"5th — Structures of magnitude requiring a long time to 
construct and placed on a self-supporting basis. Activity in 
these lines will come last when the cost of labor, material and 
money has reached a more moderate and normal condition. 

"Geographically the resumption of normal engineering 
activity will come first in those countries that have not been 

15 



hurt by the war but have profited by it, then in countries Httle 
damaged by it, such as the United States, then in the British 
Empire, followed by the allied, and lastly by the Central 
Powers and Russia, dependent on stable governments and 
stable financial conditions. 

"Considering what the engineer has accomplished in the past 
three decades, and in view of the progress that must be made 
to meet the world's needs under new conditions, it would seem 
that there is much for the engineer to do in the future, and 
his present task is not to let the present engineering stagnation 
cloud his vision and hope in a future that is bound to be bright 
and fruitful of many technical achievements." 

(Por table showing Scope of Achievements in Engineering, 
and International Engineering Congresses, see Appendix.) 



16 



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